Mechanical air-borne ship.



b. A. CHADDOCK.

MECHANICAL MR BORNE SHIP.

APPLICATION r1120 APR. 24. 1916.

Patented June 12, 1917.

G A. CHADDOCK.

MECHANICAL AIR BORNE SHIP.

APPLICATION FILED APR. 24. 1916.

1,229,713. Patented Jnn 12, 1917.

2 SHEETS-SHEET 2.

GEORGE ALBERT CHADDOCK, OF BROAD GREEN, LIVERPOOL, ENGLAND.

MECHANICAL AIR-HORNE SHIP.

Specification 01' Letters Patent. Patented J une 12,1917.

Application filed April 24, 1918. Serial No. 93,295.

To all whom it may concern:

Be it known that I, GEORGE ALBERT CHAD- noon, a subject of the King of Great Britain and Ireland, of 8 Staplands road, Broad Green, Liverpool, England, master mariner,

inventor, and manufacturer, have invented certain new and useful Improvements 1n Mechanical Air-Borne Ships, of which the.

rying capacity, but is not commercially practical on account of the supply of gas required and the necessity for special garages, in addition to which the vessel itself is too unwieldy for practical purposes, and is also entirely unsuitable for alighting on or rising from water. In contrast, the mechanical ship described herein will possess advanta es embodied in lighter-than-air ships without their disadvantages. Secondly aeroplanes and seaplanes whichare only airborne when in motion through the atmosphere, cannot by their principles of construction become commercially useful, because, for one reason, they are not capable of being controlled so as to land gradually, in a limited area, which maneuver cannot be effected by craft relying entirely onl planes for their support when suspended in theair. A contrast may be here made to vessels propelled through water. In this case length of hull is material forpurposes of speed and dead weight carrying capacity.

In this sense the aeroplane 1s a new departure inasmuch as, breadth rather than length becomes the ruling factor governing the weight that can be carried, thereby imposing severe limitations and increased dangers and'difliculties, whereas this invention is designed among other featuresto provide a really stable ship of a relatively greater length than breadth, thereby addin materially to her structural strength as we I as stability, speed, and carrying capacity. One of the material features of this invention arises from the resistance olfered by a fluid to the progress of a vessel therethrough which is of vital importance in any form of air ship because in very strongwinds, the concentrated pressure of the air upon the body of the vessel, and its accessories becomes a serious consideration from the point of view of making headway inthe teeth of a strongwind viz; through a fluid which is itself in rapid motion. In this respect vessels supported entirely on planes are at the greatest disadvantage and are impracticable for such purpose, as the numerous supports to the planes, the struts and stays necessary thereto, retard her progress and diminish her buoyancy.

A material part of my invention is to provide the equivalent of this plane lifting force as far as possible without the retarding influences such as operate with supporting struts and stays and other impediments of a fragile nature common to aeroplanes, as, where such are resorted to in m mechanical ship, they will, if fitted, be utilized for excess weight or carrying capacity when owing to the structure of the ship the stays.

can be stayed to better advantage. With the foregoing illustrations indicating some of the ground work on which my invention 1s based I now proceed to describe the ship and the mechanical means for combined lifting and propulsion thereof.

According to this invention the ship is preferably constructed on cylindrical lines. The center or other portions where lifting devices are fitted, whether one or more, is open to the atmosphere above and below except for the keel and strengthening girders above and below, or any strengthenmg stays, orother strengtheners, or overhead netting provided as a safeguard against bombs or the like. The lower part of the open center or other portions of the ship below the achieve a skimming action whether in the air or on the water surface. The lifting devices, say in the form of propellers, may be driven by one or a series of engine unlts,

and means are' provided for adjusting the direction of thrust of the propellers in such maimer as toadmit of their action operatthe vessel.

ing vertically or with an inclination ahead or astern. The bow and stem ends of the ship are preferably bulkheaded off. A separate propeller may be fitted to the stern of the ship, and fin rudders provided for elevating, depressing, and laterally steering Collapsible auxiliary supporting planes may also be fitted at the sides of the ship, such planes being adapted to be opened out when in use or folded snug to the ships side.

The invention is illustrated in the accomanying drawings in which Figure 1 is a ongitudinal vertical section of an a r-ship, Fig. 2. being a plan of Fig. 1. showlng the propellers arranged in twin formation. Fig. 3. is a cross section through the air-ship of Fig. 2, and Fig. 4. is a detail View to a larger scale showing a suitable means for controlling the angular deflection fore and aft of the lifting propellers. Fig. 5. is a cross section showing a modified form where a single series of propellers is provided instead of the twin arrangement of propellers shown in Figs. 1 to 4. Fig. 6. is a diagrammatic viewshowing the means for articulating together and operating the elevating fin rudders.

The ship 1 as mentioned is referably constructed on substantially cy indrical lines,

'as indicated in Fig. 3., the lower part of the cylindrical section being open and the front and rear ends 2,. 3, ofthe body being tapered off as shown. The central portion of the ship is open above and below between the fore and aft bulkheads 4, 5, and is stayed across this. opening by arched ribs 6, which form with the curved longitudinal side walls 7 a skeleton framework. The lifting devices consist of ropellers 8 which in the form shown are riven from a series of separate engine units 9 mounted on transverse platform frames 10. The propellers. are

' mounted on the sleeves 11, which rotate on rods 15 and are driven by beveLwheels 12, 13, from the engines 9 and the lower ends of the rods 15 are so mountedthat the may swing radiall about the axis of the riving bevel 13,"dur1ng this movement. The-propeller'sleeves 11 have ball or antifriction thrust elements 14 carried from the rods 15,

which latter do not rotate axially. These upper rods 15 are provided with T-shaped heads 16, Fig. 4., to one side 17 of which is otherwise against the-girders 20, side play of the propeller shafts being prevented by the engagement of the neck 23 in the groove formed between thecgirders 20. The flexible rope 18 or other element is guided over the grooved rollers 24, which are arranged around the arch girders 20 the ro e passing straight across from the termination of one arch girder to the next and so on in sequence throughout the ship. The propellers as shown are arranged in twin formation down both sides of the ship, and each longitudinal series of pro ellers is wholly or partially connected and controlled by a separate flexible rope. ment by operating the winch drum 19 the angular position of the propeller shafts 11 may be set to incline ahead or astern. The coupling of the non-rotating shaft 15 and the revoluble propeller shaft 11 is made as an antifriction device. In this way the engine continuing to work at full speed the With such an arrange-- ing the ship vertically or drivin it ahead or astern w ile in suspension. Al the gearing, and wheels are incased' in suitable lubricating boxes, and made watertight. The forepart 2, of the ship is inclosed byme outer tapered casing, the bulkhead 4, the watertight platform 4, and the first rearwardly nclined lane 4". Similarly the rear compartment 0 the ship is made watertight by the tapered cas ng 3, bulkhead 5 and watertight platform 5. Intermediate deck platforms 4, 5, are also fitted.

Below the propellers 8 are disposed the planes 25 having rear surfaces 26 and lower -planes 27. Below each pair of propellers therefore is athree plane unit, producing a corresponding seriesof outlets a, the downward pressure of the air stream set up by the propellers 8 issuing by these outlets a and the lower planes 27 acting, when the ship is in motion or hovering, as lifting -planes, the air billows beneath the ship impinging upon these lower planes, and 8. skimming and raising action of the ship taking place. The means such as controlling levers andthe like for operating the movable fins and steering gear, to be hereinafter referredto, are led to the navigating room or The arrangement 'for operating. the. e ating fins 28,29, is shown diagrammatically in Figs. 2 and 6, where the forward fins 28 are raised or lowered above and below the levelof the other compartment of the ship.

web 30 by means of the shaft 31 o erated by s '32 cona handle 31 and fitted with r nected byropes 33 to the fore and aft shafts, and other ropes 34 connect the pulleys 32 to the fins 28, 29. Similarly the rudders 35 for steerin are operated from the wheel 36 by all opposing surfaces tending to impede her by a separate engine unit 42. For the purpose of controlling or assisting to regulate, the ascending and descending of the ship, planes 42, in the form of collapsible fins may be fitted on each side, forward and aft, which fins would add to the lifting power of the ship under certain conditions or retard her descent, as well as be available for depressing or lifting the bow and stern as desired. These planes 42 when. not in use lie in the dotted position Fig. 3. snug against the ships cylindrical side, but could be opened out by the control ropes 43 to the position shown.

For easy control these fins 42 are preferably operated by a connecting rod running across the vessel and engaging with the fins on each side in such manner that the fins may be operated simultaneously, so that if desired the bow fins could be set for raising the prow and the stern fins for depressing the after end for rapid maneuvering. To the cross bar operat ng the fins would be attached a lever engaging with a fixed notched quadrant, and so arranged as to prevent the fins being unduly depressed or raised. These controls as well as all other 1 controls could be led to and operated from the conning tower. The machinery and fuel being well down below the driving shafts,

the ship would be extremely stable. Pendulum or other suitable indicators could be carried in the conning tower, to regulate or control an even keel. I

As the length of the vessel will be preferably very much greater than her beam, it will be obvious from her depth and length and the fact that propellers could be fitted at each end that there will be a very considerable field for planes which may be fitted at each side from the water level forward to aft, on the broad part ofthe ship. These planes may rise in steps and stairs at the sides and may be also carried across the ves sel on the upper part thereof clear of the lifting devices. In considering the proposition of planes that may be fitted as auxiliaries to increase carrying capacity the speed of the vessel must also be considered in the light of resistance of a fluid which is itself in motion and the fact that the propellers efliciency is limited under the conditions under which it now works; therefore one of the features of this invention is to provide a ship capable of making an ocean passage against the varying winds which may be encountered.

A further feature of my mechanical air-' shi is to provide means to minimize the di culties of driving a ship through such a light fluid as air when it is moving rapidly in a direction opposed to the ships progress. This is a material reason for dispensing with progress. Even the .fins previously dehave a ship Without any obstructing surface or impediments.

Oil bunkers 44 are provided between the outer side skin 7 and the inner side members 45 which form the vertical walls of the trunkways, the lower parts 46 inclosed between the cylindrical sides 7, the inner walls 45, and the oil tanks 44, forming longitudinal pontoons throughout the ships sides which make it water buoyant. The ship when waterborne floats approximately with reference to the water level b as shown in Fig. 3. Longitudinal passage ways 47 for the crew or passengers to ass from the fore to the aft compartment of the ship are provided, such tanks or passage ways being isolated by bulkhead doors 48;

By fitting the propellers in pairs as shown rotating in opposite directions, the disadvantage attachlng to a single arrangement.

27, and the space below the decks 4, 5, may

be filled with some gas lighter than air, and I a more buoyant type of shi obtained.

By making the body 0 the ship practically open in the center no ice or snow may lodge on the top, and the-downward air streams set up by the propellers being warmed by the engines, no-water may freeze or lodge in the trunkways.

As the engines in such a ship will be very powerful, they are preferably placed as centrally as possible and as close aspractical to the lifting devices.

The means herein described will enable heavy airand waterborne ships to be driven against opposing winds, and will afford such contlrol as to make them commercially prac-. tica With an air and waterborne ship constructed as described its conditions would approximate to those of an ordinary sea going vessel which is buoyantly supported from beneath in a fluid much denser than that above the vessel, the action of the propellers in the present invention setting up a reduced pressure above the ship and increasing the pressure of the fluid below.

I claim.

1. A mechanical air and water-borne ship of substantially cylindrical section, tapered ends to said ship, inclosed compartments at pressing planes horizonta the ends of the ship pl'atformed and bulkheaded ofi from the remainder of the vessel,

a central portion in the vessel open above and below, and longitudinal pontoons ex.- tending throughout the shipss sides.

'2. A mechanicalair and water-borne shi of substantially cylindrical section, tapere ends to said ship, inclosed compartments at the ends of the ship platformed and bulkheaded off from the remainder of the vessel,

"a central portion in the vessel open above and below, a series of propellers disposed in the central portion, means for varying the angular inclination of'the propellers, and

longitudinal pontoons extending throughout the ships sides.

3. A mechanical air and water-borne ship of substantially cylindrical section,'tapered ends to said ship, inclosed compartments at the ends of the ship platformed and bulkheaded ofi? from the remainder of the vessel, a series of trunkways at the lower open part of such central portion, the thwartship inclosing sides of such trunkways being arranged as a series of planes, a series of propellers disposed in the central portion, means for varying the angular inclination of the propellers, and longitudinal pontoons extending throughout the ships sides.

4. A mechanical air and water-borne ship of substantially cylindrical section, tapered ends to said ship, inclosed compartments at the ends of the ship platformed and bulkheaded off from the remainder of the vessel,

-a series of trunkways at the lower open part of such central portion, the thwartship in-- closing sides of such trunkways being arranged as a series of planes, a series of propellers disposed in the central portion, means for varying the angular inclination of the propellers, longitudinal pontoons extending throughout the ships sides elevating and delly disposed at the bow and stern of the ship, a vertically disposed rudder at the stern, and means for operating the planes and the rudder.

. 5. A mechanical air and waterborne ship of substantially cylindrical'section tapered ends to said ship, inclosed compartments at the ends of the ship platformed and bulkheaded off from the remainder of the vessel,

a central portion in the vessel open aboveand below, a series of propellers dlsposed in the central portion, said propellers being arranged in twin formation and the prope lers in each pair rotating in opposite directions,

means for varying the angular inclination of the ropellers, and longitudinal ontoons extending throughout the ships si es.

6. In an air ship, a body having its upper and lower portions open throughout its length, means positioned centrally of the body and throughout its length for propelling the airship, and means for ad usting the propelling means for controlling the movements of the'ship.

7. In an air ship, anvelongated body having its upper and lower portions open, horizontally operating propellers supported in pairs throughout the length of the body, aIO

vertically adjustable shaft supporting each propeller, means adjacent the upper end of each shaft for adjusting the shafts simultaneously at various angular inclinations for controlling the movements of the ship, and longitudinal pontoons extending throughout the ships sides 7/ 8. In an air ship, an elongated body havin its upper and lower portion's open, prope lers supported within the body and having supporting rods, arch girders having shoulders supported above the supporting rods, said rods having T-shaped heads engaging the shoulders of the girders, and

means for moving the supporting rods within the arch shaped girders for moving the propellers to various angles.

In testimon whereof I afiix my signature in presence 0 two witnesses.

GEORGE ALBERT C HADDOCK.

Witnesses:

A. J. DAVIES, NmzLm l-Imzs'r. 

